Automatic reduction and quick-action triple valve.



N. 815,227. I PATENTED MAR. 13 1906.

v G. M.' SPENCER. Y

'E AUTOMATIC REDUCTIONv AND QUICK ACTIONA TRIPLE VALVE.

' APPLIOATION FILED un. 15. 1904.

v 2 SHEETS-SHEET 2. I

fr @v5 mi ..3 .f2 MII 4o--use on reduction air-brake systems.

" ITED sTATEs PATENT EEIGE.

GEORGE M. sPENoER, or sT; Louis MissoURi, AssiGNoR E ONE-HALE TO CHRISTOPHER J. GRELLNER, OF ST. LOUIS, MISSOURI. l AUTOMATIC REDUCTION ANDQUICK-ACTION TRIPLE VALVE".

Specification of Lettersl Patent.

Patented March 13, 1906.

y.To @ZZ whom. imag con/cern.:

Be it known that I, GEORGE M.SPENcER,` a

--citizen of the United States, residing in the city of St. Louis and State of Missouri, have invented certain new and useful Improvements in Automatic Reduction and Quick-Action --Triple Valves, of. which the following is a full, clear, and exact description, reference being; --hadto the accompanying drawings, forming Io part of-this specification.

- My invention relates to an automatic re-V duction and quick-actiontriple valve vfor air-` brake systems; and it hasfor'its object to furnish a construction by vwhich different de- "grees ,of fluid-pressures may be secured to `vary. the braking forces in the system under different conditions by reducing the pressureaction when used in connection with an unloaded or onlypartiallyeloaded car and wherezo by the pressure action may be increased to occasiongreater braking force when used in connection with a loaded car. The invention consists in features of nov-g Velty hereinafter fully described, and pointed out vin the claims.

Figure I is a view, partly i'n plan and partly in horizontal section, of, my triple valve in-l brake-system apparatus. Fig. II is a section; illustrating Va modified formV of my invention 3oshown'in connection with atriple valve ofi what is known as the Westinghouse type.' Fig. III is a modification of my valve in a system partly in plan. and partly in horizon-g tal section. Fig. IV is an enlarged section? 3 5 taken on line IV IV, Fig. I. Fig. V is an en-l larged section taken; on line V V, Fig. III. 1 designates a train or main supply pipe of a brake system'which leads from an engi-i neers valve 2, whichmay be of any type ini 3 is a? main high-pressure storage-tank that is connected to the engineers valve 2 by a pipe 4.; The engineers valve is also connected to a low-pressure storage-tank 5 by a pipe 6. The

A parts 5 and 6 are omitted when myentire system is not used.

7 designates a connecting-pipe leading from the train-pipe 1 and provided with a stopcock 8. 'Il he connecting-pipe y7 is joined to 5o branch pipes 9 and 10.

11 designatesA a triple-'valve cylinder connected to a graduatingfcylinder 13. In the ,triple-valve cylinder isa space 1,2, that has,

. register.

che ck-valve 37.

...communication with the branch pipe'Q. The

branch pipe 10has communication with the space .13v in the graduating-cylinder 13.

14 isa pistonin the triple-valve cylinder, having a side face 14. facing the space 12. In the cylinder 11 is a space 15 at the opposite side of the piston 14 from that occupied by the space 12. and which is faced by `a side face 111v of said piston. The piston 14 is carried by a piston-rod or guide-rod 16, that contains a port 17.

1 8 designates a slide-valve through which the piston-rod 16 passes loosely. The movement of said pi ston-rod in the valve is limited by stops 19 and 20.

v 21 is a port extending through the slidealve 18, with which the piston-rod port 17 is adapted to register.

22 is an exhaust-port in the slide-valve, and 23 is a port in the triple-valve cylinder with which the valve-port 21 is adaptedto 24 is a spring that lbearsagainst the slidevalve 18 to hold it depressed to its-seat in the i cylinder 11.

25 designates anaxiliary tank, and 26 is a pipe connecting said auxiliary tank to the space -15 in the triple-valve cylinder.

27 designates a pipe' leading fromy the space 12 in the triple-valve cylinder to a valve 28,

that is provided with a lever 29, that is connected to an'operating-rod 30.

31 is a pipe forming a continuation of the .pipe 27 and .leading from the two-Way valve 28 to the auxiliary tank. In this pipe 31 is a check-valve 32.

33 is a branch pipe leading from the two-I Way valve 28, and 34 is a reduction-valve housing, inwhich is a two-faced reductionpiston 35, the upper end of which is of greater area than its lower end, as illustrated.

36 is a connectingfpipe leading from the reduction-valve housing to the auxiliary tank 25. This pipe leads into the auxiliary tank and it is provided with a forwardly-opening I38 designates'a pipe leading from the port 23 in the triple-valve cylinder, this pipe being provided with a check-valve 39.

40 i`s a pi e leading from the triple-valve cylinder an to which the pipe 38 is connected.-

Y Y IOS 41l is an exhaust-pipe located in proximity' y to the .pipe 40. The pipe 40 leads to a brakecylinder 42 and communicates with a space 43 in said cylinder.

44 is a piston operating in the brake-cylinder and carrying a hollow piston-rod 45, in which is seated a solid piston-rod 46.

47 is a return-spring surrounding the piston-rod 45.

48 designates a piston operating in the space 13l in the graduating-cylinder 13. This piston is provided with a graduating-stem '49, that carries a valve-rod 50, to the lower end of which is fitted an emergency valve 51. The valve 51 (see Figs. I and IV) rides in suitable guides and controls communication between the triple-valve-cylinder space 12 and the emergency-pipe 52, that leads to the In the emergency-pipe is a checkvalve 53. The graduating-stern 49 is provided with a knob 54, that projects beyond the valve-rod 50 and faces astem 55, proj ecting from the piston 14.

56 designates an assisting pressure-cylinder to aid the piston 14. This cylinder may be placed at any desired location. Its purpose is'to assist the low pressure acting on 14. In this cylinder 56 are spaces 57 and 58, that are separated by a piston 59. The piston 59 carries a piston-rod 60, that operates through the adjacent head of the triple-valve cylinder and is provided with a knob-valve 61, posi- -tioned interior of the triple-valve cylinder in opposition to the piston-rod 16.

62 is a vent in the auxiliary cylinder 56, that has communication with the space 58 therein.

63 is a pipe leading from assisting-cylinder to the auxiliary tank 25. In this pipe is a one-Way valve 64, that is provided with a lever 65, that is connected to the operatingrod 30.

In charging my system, as illustrated in Fig. I, the main storage-tank 3 (and storagetank 5 if the entire system is used) is or are supplied with compressed fluid from any suitable source. If my entire system is used, the tank 5 is supplied with a lower pressure than the tank 3 is supplied, as above mentioned, from any available source. The compressed fluid passes from the storage-tank 3 through the pipe 4 to engineers valve 2, the functions of which are to increase or diminish the pressure in train-pipe 1, to which is connected the pipe 7. When the stop-cock 8 is opened, the fluid will pass from the trainpipe 1 through pipes 7, 9, and 10 into spaces 12 and 13 in the triple-valve cylinder and the graduating-pressure cylinder to thereby act against the piston-face 14 and move the piston 14 toward the left. The pipe 27, leading from the triple-valve cylinder, is then opened. The two-way valve 28 being properly positioned, the fluid will pass therethrough and into the pipe 33 and enter the reductionvalve housing 34 to act on the lower end of the two-faced reduction-piston 35, having the two areas, as stated. This reduction-piston also acts as a cut-off. The fluid on entering the reduction-valve housing acts to raise the piston 35 therein, permitting llow of liuid from the housing 34 into the pipe 36, from which it escapes through the check-valve 37 into the auxiliary tank 25 if auxiliary tank 25 contains and is maintained at a lower pressure. The [luid acting now on the larger upper area, the piston 35 in the auxiliary tank will be forced into a'position to close the end of the pipe 36 that enters the reductionvalve housing 34, thereby shutting off the passage of fluid through said pipe to the auxiliary tank. As a consequence the pressure in the auxiliary tank is maintained lower than the pressure in the train-pipe 1. It will be noticed that the piston in the reductionvalve housing is automatic in action and that if at any time the fluid-pressure becomes diminished in the auxiliary tank the piston of said valve will be moved into a )osition to permit communication through tlhe pipe 36 to the auxiliary tank for replenishment of the supply in said tank. Should it be desired to charge the auxiliary tank with a pressure equal to the train-pipe pressure, the two-way valve 28 may be opened into a position to furnish communication directly through said valve to the auxiliary tank through the checkvalve 32. In this instance the valve 64 should be closed, cutting out cylinder 56. The fluid in the auxiliary tank passes through the pipe 26 into the space 15 of the triple-valve cylinder 11 ,in which the Huid acts against the side face 14 of the piston 14, as train-line pressure is acting on opposite side of said piston. It is obvious that if the resistance on either side of said piston 14 be dierent the piston will move in the direction of the least resistance. Therefore if resistance be correspondingly less in the auxiliary tank and triplevalve-cylinder space 15 the piston will move toward the left and increase the space 12 in the triple valve cylinder. Communication is thereby opened through pipe 27 and valve 28 either through reduction-housing o1' direct to auxiliary cylinder 25, thereby maintaining communication between spaces 12 and 15, so that the fluid will act on pistonfaces 14 and 14 to regulate pressure in cylinder 25. Now if fluid passes through reduction-valve into auxiliary tank, which would also reduce the resistance against piston 14 on the left side, the greater resistance in the space 12 would keep the piston firmly to the left, and no regulation could occur to overcome this difficulty. When corresponding pressure is used, we bring into service the assisting-pressure cylinder, thereby equalizing the resistance, and when equal pressure is used said cylinder is cut out by the closing of the valve 64 in the pipe 63.

As there are several ways of constructing IOO IIO

my automatic quickaction and reduction triple valve without deviating from the novel features of my invention, I show three forms,

ton-stem 54 andknob. .55 meet. and under.

slight reduction can move no farther, but by greater and quickeri reduction will i cause movementA of the graduating-stem 49 and pist'on48 of the graduating-cylinder 13, thus allowing the piston 14 tomove farther tothe right in making what is termed anfemergency-stop. I the piston 14 moves to the. right-.bringing the piston-rodfportf 17 to preliminary porti 2-1y in the valve 18 and'causing the stop 20', carried by saidpiston-rod, to engage the slide-valve andcarry it into such a position that the preliminary ort will registerv withithe pprt 23, thereby p acingthe pipe 38 into communication with saidpreliminary port. Thefluidf will then pass through said pipe and the check-valve`39 and 40, respectively, and ,en` ter the brake-cylinder -space43 to` act on the' piston 44 in saidcylinder-andpress'its pistonrods forward, thereby rcompressing'the spring 47. I nreleasing brakepressure is :restored to the triple-valve-cylin r space 12 to cause the return ofl the piston.

21. and moving. the port'22 inthe slide-valve into registration-withthe pipes 40 and-41, so` thatk liu-id'- willf exhaust through said pipes from 'the' brake-.cylinder to the atmosphere.

When this action :.occurs, Athe piston 14 also.

opens connections withpipe 27, which is Vconnectedito auxiliary cylinder`25, and will supply auxiliary` cylinder with amount.v which d against knob 54 and der-connecting asbeen withdrawn therefrom in operation 'escribedL The spring 47 thenreturns thev brake-cylinder piston to Iitsfformer position. To operate for emergency-stop, a 'quick .and greater reduction is to move vfarther tothe rightwith rapidity, so that the piston-stem155 and the piston-rod '-knobv 54 Willlbe brought into engagement,

and with this extra vforce the stem presses to the pipe 52, that leads to the brake-cylinpipe 40. In this loperation the remainder of the valves are operated'the sameas in the former stop. The result'then 1s that 'the train-pipe lpressure in cylinderspace 12 Jispermitted to reach .through the the' atmosphere.

When slight reduction is made,

- therein. f

vin the followin moved in the s ide-valve 18 to open and close valve.

14 toward the left, andthereby move theJslide-valve .ina corre- 4 sponding direction, closing the ports 23 and 40` pens in the existence made'in triple-valve-cylinder space .12, thereby causing, the piston 14 causes the emergencyvalve 51 to bemoved awayfrom the entrancey pipe 52 and check-valve `53 to the pipe 40 'and the brake-cylinder space 43 and mix with the auxiliary. pressure in said'pipe and cylinder, thereby reducing the pressure 'quickly in the train-pipe and causingy the next unit ofthe system connected to act quickly, and so on throughout the systemunits of a train. This .iswhat is termed .the quick action, Also in securing quick action 1n this manner I util- 4 ize the fluid pressure from the train-pipe,

VYwhich can,.if desired, be instantly blown to-v If low pressure of fluid is A usedlin the system, the only change that is made is: to bring` sure-assisting cylinder 56,'its piston 59, pislton-rod 60, and'knob-valve 61 mto service to receive and bel actuated by fluid-pressure from'- the auxiliary'tank passing vthrough the pipe 63 andivalve 64 into cylinder-space 57 to assistthe llow pressure, as before described.. To change the system to voperate from high to lowl pressure, the only action necessary is to the'valves281and 64.l Thus if high pressure .is used both valves are illustrated; but if low pressure is used-the valve 64 is opened, and

the valve 28 is opened into a position to switch .thefluid into the reducing-valve housing 34 to act against the double-area piston 35 It is noted that I produce a pre- 9 my system occasioned liminaryy movement in l manner: The piston-rod 16 is the ports 1-7v and 21 without moving the slide- There are two objects in this movement-first, if the slide-valve is in the released positionin which it is shown in Fig. I it will 'allow a sliding movement of the piston 14 in Veither direction without moving slidevalve118 that is to say, as great a distance as stops 19 and 20 will permit without engagingV the slide-valve. This movement hapof leakage either in train-pipe,` auxiliary tank, or triple valve.` Second, when the slidevalve is moved to service-stop position the piston 14 may close the ports 17 and 21 las ythe pressure has expanded into the brake-cylinder without moving. the slide-valve. In-this event the valve would remain in service position and the flow of fluid would be checked to thebrake-cylinder Vthrough the ports 17 and 21. As a conseqluence the pressure is heldin the brakecy "nder, and if it is desired tol set the brakes a little firmer another slight reduction of train-pipe pressure will cause the piston 14 to.

the secondary or low-presv `move the valve-operatingrod 30 to actuate roo move slightly to the right again, placing the I Therefore the flow' tank tothe brakeports`17 and 21 together.

of iiuid from the auxiliary cylinder will continue until expanded slightly below the train-pressure. This action may be repeated until the auxiliary-tank pressure and brake-pressure are equalized, thus furnishing the full :limit of brake-power. In emergency-stop fby mixing train-pipe -and ISO creased about twenty per cent., and thus I utilize a pressure which in some systems is lost-fi. e., it is discharged to the atmosphere. farther to In Fig. II, I have shown the system concarrying solidated with a triple valve of the Westinghouse type. Iwish to state that it maybe combined with now in use, and I am aware that there are many modes of attaching my systems to said valve, though but a single method is shown in Fig. II. The operation in this construction is as follows: The storage-tanks and train-pipe are similar to those referred to in my system, Fig. I, with the exceptions that will be noted. la is the train-pipe, and 8 is a two-way cock by which the flow of fluid is controlled to place my system in communication with the triple valve to cut the entire system out or switch the fluid throughout system. The fluid passes from the train-pipe through the cock 8a into pipe 66, and therefrom into the space 67 of the piston-*cylinder 68 to act against the small end of the twofaced piston 80, thereby moving said piston toward the left and opening communication into the pipe 69, so that the fluid will pass from the space 67 into the space 70 and from said space through the pipes 71 and 72 to the triple valve, where it is used according to usual custom. It will be seen that the twofaced piston 80 has different areas, and it performs the function of the reducing-valve for controlling the flow of fluid through the pipes 69 and 71 and 72 to the triple valve. It is lain that a smaller pressure acting on a larger face will equal the high pressure on a smaller face, and fluid will be kept proportionally different in pressure to the different areas of the piston-faces. rIhe operation in this construction to set the brakes for servicestop is as follows: I make the regular reduction as before described, thus allowing the piston 80 to move to the right until the stem 73 in the piston strikes the cylinder-head, toward which it moves, and the piston under a `slight reduction can then move no farther. lVhen this action occurs, the fluid from the triple valve is withdrawn through the pipes 72 and 71 into the cylinder-space 70 proportionately according to the amount of reduction occasioned in the cylinderspace 67, thereby producing the same effect on the triple-valve as though the reduction were made direct from train-pipe. To release the brakes, I restore the pressure to the cylinderspace 67, thereby causing the piston 8O to move to the left, compressing the fluid out of -the space 70 into triple valve and opening connection through the pipes 69, 71, and 72 to the triple valve, thereby restoring what fluid has been used. Quick action and a quicker and greater reduction is thus made. The piston 80 moves to the right with rapidity and force, Vso that when the stem 7 3 any other type of triple valve I comes in contact with the cylinder-head the spring 74 at the rear of said stem is coinpressed, thereby allowing the piston to move the right and moving the pistonprojection 75 to the emergencyvalve 51a against the action of the spring 76. The emergency-pipe 52a is thereby placed in communication with the cylinder-space 67, and the train-line pressure in said cylinderspace is permitted to pass through said pipe to the pipe 40, leading to the brake-cylinder or to atmosphere or otherwise. This operation also causes the fluid to be withdrawn from the triple valve into the cylinder-space 70. If piston moves to the right, space 70 is increased. The pressure is reduced in triple valve in proportion, thereby effecting a greater reduction in the triple valve, causing it to make its regular emergency movement. To release the brakes, pressure is restored into the cylinder-space 67 to cause the piston 8O to be moved to the left, thereby compressing the fluid in the cylinder-space 7 0 and forcing it into the triple valve through the pipes 71 and 72, also opening connection through the pipe 69 to the cylinder-space 70 and therefrom to the triple valve, when the pressure is restored. It will be seen that my system acts as an intermediate or means of communication between the train-pipe and triple valve, pulsating with each movement of train pipe pressure, also causing triple valve to follow the same movement while receiving pressure from the fluid or train pipe and performing the same operative functions and causing the triple valve to follow the same and that I deliver the fluid to the triple valve at a lower pressure than that in the train-pipe. Fig. III illustrates a varied form of the construction of my system in which the same principle is utilized and the saine functions suitably performed, though the construction of the parts is somewhat dissimilar. In this form I combine the operating-piston 14 and reduction-valve 35, thereby producing a piston 801 that by its peculiar shape performs the functions of the reduction-valve and assisting-pistons, assisting-cylinder 56 and ports associated therewith., whereby I am enabled to receive fluid and reduce and deliver it at a lower pressure. By this arrangement I am also able to set and release the brakes all in harmony and in connection with a single train-pipe. The system can be operated in connection with systems now in use and controlled and supplied from the same force now used. Also by changing the flow of fluid I can receive and control an equal pressure on an entire system. In connection with Fig. III, I will note that the double or greater area piston 80h, being constructed similar to that 8O in Fig. II, performs the same functions as the piston 80, with the following in addition thereto. By adding a pipe 77, connected to the triple-valve-cylinder space 78 and pipe7b IOO plied `in the cylinder-spaces 1,2 and 78 the resistance on such facesof the piston is equal to 15, thus making a reducing, controlling, and regulating valve out of 'said piston., VAlso when `the pipe 77 is disconnected and the triple valve therefor disconnected it should have a suitableventwhereeenvenient in or-r der to vent the cylinder-space 78, so that it will' operate tothe atmosphere toprevent vacuum, The.' o eration of thesystem as shown in Fig. IIlpis comparatively the same as that shown in Eiga I and II, withthe slight differences thatwillappear in the following: To charge the system as illustrated in Fig. III, if it is desired to operate withalower pressure than that in the train-pipe, the same connections are made tothe triple-valve cylinder with respect i to the emergency-valve and trainpipe as that before described. The pi e ,7b connects with the ,two-way valve 8b, w 'ch is turned into a position to shut off the ipe 77 and vent thecylinder-space 78,. The

uid now passes directly from the train-pipe to thecylinder-space 12, and therefore acts on the piston 80h, moving `it toward the left. The pipe 69D is thereby placedin communicationwith the space -12 to vpermitpassage through the check-valve 79 to the auxiliary Piston tol the *v by pressure, whi 55` tank 221? atapressure lower in proportion to the areas ofthe piston h in `the spaces 12 and 1 5 The remainder of the operation in setting the brakes is the same as that before described. Arllocharge thesystem with pressure equal to that' of the train-pipe, the twoway valve 8? is positioned to connectlthe pipe 7 b with the ycylinder-'space 1 2 and said .pipe with` the. pipe 7 7, and cylinder ,-v space 78. Therefore the' iiuid actingintlie spaces `12 and 78 on the iston 80will act tomove said left, as before, thereby making the saine connections to the auxiliarytank; but Athe supply can be shut od. '.Ihe spring 24 is .only of service when the triple valvecontainsno pressure. v he stem v 81, projecting froml the cylinder-head in thespace 12, isof serviceJto cause gradual operation of the piston-carry l ing stemJ 73th, backed by the spring 74h. In Fis- 1,;1 Show esprlng.

The advantagesof my invention are that I am enabledto operatein atrain-ofears different, pressuresthusapplying derent braking forces under" varying conditionsas for illustration, a heavy b rakinv force to a loaded carbfgreatjweight-and y lower pressure a suffieeatlyless brakngiore folempt'y CMS. earryingrsame equipments as fer load- AS the Systems. nowin. useappliy the same braking force for loaded cars and empty cars,r it is brake-cylinder, thus securing pressure must b e equalbefore the.

raduating stem controlled e' in Figs. n and 111,1 Show i :plain that withthe empty carsas atpresent 'inA use, welghing about thirty thousand pounds, the diderencey will be about one hundred andten ,thousandpounds, when the carsare-loaded to their capacity.. Nowif the same braking force isapplied to both empty and loaded carsit will beiseen that the one will receive too much and theother en- By adding astirely toolplittle braking force. sistingcylinder and reducing-valve varied pressure canbe operated. i Bymy system-.I

apply proper forces for both loaded, intermed1 ates V and empty cars through theysame equipments and from thesame source ofsupply and control. vBy usinglower pressure I save a great amount-of compressed fluid ,with resultant economy, Also if a few of the cars carrying a reduced pressure are scattered through a train of cars it will assist in quick action in case of emergency, for the principal `feature in making quick action is the reduction of train-pi e-which extends om engine to eXtreme end) of fluid-circuit of brake system and holds brakes' 0H.A If engineer has to blow out the pressure at engine, too much time is consumed for efficient action :but by having a few low-pressure-,equipped cars. and as the emergency connects train-pipe to I withdraw from train-pipe, rapidreduction and throwing all triple valves into quick laction immediately, and if other types are in use in a train the advantages will benefit all, also utilizing thev pressure from train-pipe `that would be necessary to blow to atmosphere.

Ifmy System iS used completati' usine two or more tanks the amount of kcompressed iiuid that is blown out toreduce train-pipe caribe blowninto low-pressure tankZ orte'a vacuum-chamber using the -salme iiui'dover and over at a considerable making a gre at,1saving.y

Also l Overcome difficulties ,which I iind in other Systme pressure, ,thereby IOO IOS

using a feedgroove over or throughtriple pistonsinasmuch as ,if avery slewsrdlir tion should be made in thetrain-pipe, theauX- liary pressure will feedout fromaus; ili'aryO into train-pipe through fedfsreoveswthsut f movingthetriple piston.l Gonsequentlymacf tion of brakes c euldoccur,- as all portsI will .be

position. In my sys- A closed as if in released tem this is impossible tooccur, as by my auxiliary feed as soon ,as fluid passesfromtriple to auxiliary-it is checked, andthereforelit-is limpossible for it to return by the same way.,

AIS@ my brake-Cylindelzawavs Standsbpelll to ,atmosphere when released. No danger,

i therefore, of application of brakes by leakages. When attached to a triple valvefp'ar ticularly to a Westinghouse plain type of triple valve, I convertit toa quick actionand .also cause it to perform all of the above-named functions.l It will be seen, as inFig. I, that the entire 'system is devoid of springs and packings;

My slide-valve is all in one piece, therefore less liable to leakage or sticking. The great difficulty in present systems is making emergency stop when service stop is wanted. This 5 is done by slightly too quick Va reduction in train-pipe, thus allowing triple-valve piston to move too quickly, compressing graduating spring, thereby causing quick action. This I prevent by holding the graduating-stem in place by pressure, as shown in Fig. I, which by a slight reduction (either quick or slow) the stem will have plenty of resistance to retain its position; but by a greater reduction the resistance becomes less, hence the easier to make a uick action when desired and one much less iable to do so when not wanted, although the spring adjustment can be used, if desired.

I can arrange to handle more than two 2O pressures; but I only show how two can be handled. When this is done, the indicatorrod can be connected and is to be operated from any point suitable or practical on the car'. For instance, if it be connected to the angle-cock of the system there will be no danger of overlooking to set it, as the anglecock must be set when connected with the air-circuit. In making my emergency application it will be seen that I open a direct route from train pipe to brake cylinder. Other systems must seat and unseat a number of valves and compress a number of springs. Hence it will be seen that with my system the danger ofvalves sticking is avoided. If cars of present equipment are idle for sometime, there is a chance for the mechanism and parts of triple valve to rust, &c., and the more parts and pieces the greater the liability of rust, gumming, &c. As my system has but few parts and these are pulled or pushed by pressure, interference with their operation cannot likely occur.

I claim as my invention- 1. A fluid-pressure brake system consisting of a series of units and having means including an assisting-cylinder and a piston therein for producing two different pressures of fluid and utilizing said pressures for controlling the operation of the various units of the system independently, substantially as set forth.

2. In a fluid-pressure brake system consisting of a series of units, the combination of a valve-housing, a valve in said housing provided with two or more ports, and means for controlling said ports in such manner as to utilize two different fluid-pressures for the operation of the various units of the system independently; said means including an auxiliary reservoir, and a plurality of communieating connections between said auxiliary reservoir and said valve-housing.

3. In a fluid-pressure brake system, the combination of a valve, means for controlling f said valve, and a fluid pressure actuated graduating-stem performing the function of a valve to be actuated by said valve-controlling means solely through two separate Hows of fluid, substantially as set forth.

4. In a fluid-pressure brake system, the combination of a valve, means for controlling said valve, and a fluid-pressure-actuated graduating-stem to be actuated by said valvecontrolling means, said means and graduating-stem being controlled solely by separate flows of fluid-pressure, substantially as set forth.

5. In a fluid-pressure brake system, the combination of a controlling-valve cylinder,

.means for conducting a flow of fluid-pressure to said valve-cylinder, an auxiliary reservoir, means for furnishing communication between said valve-cylinder and reservoir, a reducing-valve located in said last-named means, valve mechanism in said controllingvalve cylinder, an assisting cylinder or cylinders, and a piston in said assisting-cylinder arranged to assist to actuate said controllingvalve mechanism, and means of communication between said auxiliary reservoir and assisting-cylinder, substantially as set forth.

6. In a fluid-pressure brake system, means for retaining and utilizing two or more different degrees of fluid-pressure of corresponding volume in separated parts ofthe system from a common auxiliary; substantially as set forth.

7. rIhe combination with a brake-cylinder and a fluid pressure controlled valve, of means for conducting fluid under pressure to said valve, means for reducing the pressure of the fluid delivered to said valve, means for conducting the fluid of reduced pressure to said brake-cylinder, and means for changing the fluid from a reduced pressure to a higher pressure substantially as set forth.

S. A controlling-valve for fluid-pressure brake systems having means connected thereto for initially conducting fluid under pressure thereto, means for reducing said pressure, means for returning said fluid with reduced pressure to said valve, and means for changing the fluid from a reduced pressure to a higher pressure substantially as set forth.

9. In a iluidpressure-brake system, the combination of a controlling-valve cylinder, a brake-cylinder, means of communication between said cylinders, a valve operating in said controlling-valve cylinder, means for sup lying fluid under pressure to said controlling-valve cylinder, an auxiliary reservoir, means of communication between said controlling valve cylinder, and auxiliary reservoir, a reducing means in said means of communication whereby the fluid passing to said reservoir is reduced in pressure to be rcturned to another portion of said controllingvalve cylinder, and means for changing the fluid from a reduced pressure to a higher pressure substantially as set forth.

IOO

IIO

ISO

i0.. n a fluid-pressurebralresystem, the combination of a brake-cylinder, a controlling-valve cylinder, means of communication between said cylinders, a valve in said controlling-valve, a plston having a means operating sald valve, an assisting-cyllnder7 a piston 1n said assistingcylinder having a rod arranged for engagement With said firstnamed piston-rod, an auxiliary reservoir hav,- ing communication With said controllingva ve cylinder, and means of' communication between said auxiliary reservoir and saidv assisting-cylinder, substantially .as set forth.

11. The combination With a brake-cylinder and a fiuid-pressure-controlled valve, of

vpressure and means for receiving the fluid subsequent to its service in the brake-cylinder7 for reuse, substantially 'as set forth.

In testimony whereof I have hereunto set Vmy hand this 11th day of February, 1904.

GEORGE In presence of-' p E. S. KNIGHT, v NELLIE V. ALEXANDER.

M. SPENCER.

` means for conducting fluid under pressure to 

